Feed-valve for air-brake apparatus



APPLICATION HLE D DEC-15, I916.

Patented Dec. 7, 1920.

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' Valves fo r Air-Brake Apparatus,

vide' 'alvalve adapted to feed air from the Wm STATES PATENT.- OFFICE;

srENcEn G, NEAL, or NEW YORK, N. Y., ASSIGNOR, BY MEsNE ASSIGNMENTS, ro AUTOMATIC STRAIGHT AIR BRAKE COMPANY, or WILMINGTON, DELAWARE,

= A CORPORATION OF DELAWARE.

FEED-VALVE FOR AIR-BRAKE APPARATUS.

Patented Dec. '7, 1920;

Application filed December 15, 1916. Serial No. 137,252.

'State of ew York, have invented certain new and useful Improvements in Feedof which the following is a specification.

One-of the principal vention is to provide an automatically operating feed valve by means of which a predetermined pressure may be maintained in the train pipe, said feed valve being adapted for use with the usual engineers brake valve.

Another object of the invention is to promain reservoir into the train pipe to mainthe diaphragm 4 bars 5 and tain a predetermined pressure therein, the.

air from the main reservoir opening the inlet valve when the train p1pe air is below the desired pressure; and wherein the main reservoir air will close the inlet valve when the train pipe air is at the desired pressure.

This feed valve may be used in other apparatus than air brakes, described it as being particularl adapted for use in air brake apparatus :deslre 1t understood that I am not to be in any way limited in the use of the device; I

The drawing represents a vertical central sectional view of the valve, showing the inlet valve closed. Referring to the various parts by numerals, 1 designates the main body of the valve which consists of two -sections, an upper section 2 and a lower section-3, the lower section 3 carrying the valve which controls communication between the main reservoir and the train pipe chamber within the valve casing. The two sections of the valve may be connected together in any suitable manner, and saidsections clamp between them the valve operatingl diaphragm 4, said diaphragm forming t e upper wall of a train pipe chamber 5. and the lower wall of a valve closin chamber 6. The chamber 6'is formed in t e lower partof the section 2,

and the train pipe chamber 5 is formed in the upper part of section 3, That part of which separates the cham- 6 from each'other is circular and is so constructed that it vibrates to a limited extent 1n response to variations in' presobjects of this inand while I haveand held in place by which forms a sup sures in the train pipe chamber and in the valve closing chamber.

v The main reservoir suppl pipe 7 is connected to the section 3 of t e casing below the diaphragm 4 and is in communication through a passage 8 with a'main reservoir supply chamber 9 formed by cap 10 secured to the bottom of the casing. The section 3 is vprovided at its lower end with a bushing 11 whose upper end forms a seat for a downwardly seatingv inlet valve 12. The diaphragm 4 is clamped between two plates or disks l3 and 14, the lower one 14 being provided with a depending stem 15 which passes through a spider wall 16 and enages the upper surface of the valve 12.-

he plate 14' is also formed with an upwardly extending central stud 17 on which is threaded the upper clam ing late .13. The upper end of the stud 1 is a apted to contact with a .fixed sto tolimit the upwardmovement of the be more fully hereinafter descri In the upper end of section 2 of the valve casing is formed a controlling chamber 18, the upper wall ofsaid chamber being formed by a controlling diaphragn 19, said disphragm being held "in place by a clamping ring 20'. This ring is forced downwardly upwardly extending cup 21 secured tov the top of the casing section 2. A plunger 22 rests on the upper side of the controllinlg1 diaphragm and said plunger is formed wit a depending, central, threaded stud 23 on which is screwed a lower clampin plate 24, port for the un er'side of d1aphragm. In the cup 21 and surrounding the upwardly extending stem 25 of the plunger 22 is a controlling spring 26, the pressure of said spring on the plunger being regulated by an ad ustable sleeve 27 which is threaded 1n the upper end of the cup 21. It is manifest that by adjusting this sleeve in the cup the pressure of thespring 26 on the plunger 22 may be varied as desired. i

In the section 2 of the valve casing between the controlling chamber 18 and the valve closing chamber 6 is formed a pilot the controlling aphra as will the base portion of an valve chamber 28, and in this chamber 18 rest on valve seat 31. This pilot valve is formed with an angular stem 32 which extends .upwardly through a port 33. The upper end of this angular stem isscrewed into the lower end of a headed rod 32 which passes upwardly through the plunger 22 and its stem 25. Lock nuts 32 are screwed on to the upper end of the said rod and clamp it to the plunger. A cap 25 is secured tothe upper end of the stem 25 and incloses the lock nuts 32'. On the upper end of the adjustable sleeve 27 is secured a hand wheel 27 a by means of which the said sleeve may be readily turned. By rigidly securing the pilot valve to the controlling diaphragm 19 it is manifest that the said valve vvill'be positively reciprocated and will follow the movements of the said diaphragm. The pilot valve is also formed with a depending angular stem 34: which iitsxwithin a -dowjnwardly extending portv 35. Port 33 opens into the controlling chamber and is closed when the pilot valve rests on valve seat 30. Port 35 communicates through passage 36 with the main reservoir supply pipe 7. Pilot valve chamber 28 is in communication with the valve closing chamber 6,through passage 37 and port 38 formed in a cap 39 located within the valve closing chamber, said'cap forming-a stop to limit the upward movement of thevalve closing diaphragm 4. The controlling chamber .18 is in communication with the train pipe chamber through passage 40 so that train pipe pressure will be almost instantly registered in the controlling chamber.

While air-pressure from the main reservoir supply will unseat valve 12 I' prefer to employla light springtoinsure the positive opening of said valve.

. The operation of the valve is as follows:

The sleeve '27 is adjusted to bring the required controlling pressure on the plun er 22 and diaphragm 19, this pressure being the desired train pipe pressure. Before air pressure is admitted into the valve the spring 26 holds valve 29 on valve seat 31 to close port. 35. The spring 42 holds the valve 12 open and the diaphragm 4 in its upper position with the central portion thereof against the cap 39. As main reservoir pressure is admitted to the .valve it flows into the main reservoir supply chamber 9 by way of passage 8, and to the train pipe, past valve 12 and train pipe chamber he increasing train, pipe pressure caused by the flow of main reservoirair as described, will be registered in the regulating or controlling chamber 18, said air flowing through passage 40. From the controlling chamber 18 the train pipe air will flow to the valve closing chamber 6 through port 33, around valve 29 and through passage 37 and port-38, thereb equalizing pressure on both sides of the 'aphragmjel. This perbuilt up in the controlling earers pipe and valve closing chamber 6 and opening communication between the main reservoir and the said valve closing chamber through passage. 36, port 35, passage 37 and port 38. T he high main'reservoir pressure thus admitted to chamber 6 will force diaphragm l downwardly against train pipe pressure in chamber 5 and close valve 12 against main reservoir pressure. It will be readily seen that if the pressure inthe train pipe be now reduced by train pipe leaks, the pressure in chamber 18 will be likewise reduced, thereby permitting spring 26 130 overcome the train pipe pressure on the con-- trolling diaphragm 19 and force said diaphragm downwardly to again place the chamber thereby again bringing about an.

equalization of pressures on both sides of the diaphragm 4. The high main reservoir pressure from pipe 7, asslsted by the tension of the spri'ng'42, will then force the diaphragm 4 andvalve 12 upwardly, thereby admitting'main reservoir pressure to the train pipe chamber and. to the train pipe and controllin chamber as hereinbefore described, until t e required pressure is again chamber. Fromthe foregoing it is manifest that I provide a feed valve wherein the inlet valve is opened by main-reservoir pressure, and is closed by main reservoir pressure when the train pi e airhas reached the desired pressure. A valve operatingas described will be very positive both ih its 0 ening and closing movements. It is also 0? great ad vantage to utilize train pipe air in the controlling chamber to insure the proper pressure in the train pipe before the inlet valve is closed. I also consider it of great advan-'- tage to employ a pilot valve under the control the train pipe pressure and servin to admit main reservoir air to the'valve c osin chamber for the purpose of closing the in et 'valve. By this means the inlet valve is positively and instantly closed the moment the train pipe air in the controlling chamber is at the desired pressure. There are other advantages resulting from the construction and operation of the valve as described herein but I do not deem it necessary to further state "these advantages herein.

While I have described my valve as especially applicable for use in connection with air brake apparatus 1t will, of course, be understood that it may be'used for other purposes and in other apparatus where a valve for feeding fluid under pressure is desired. It will also be understood that the chamber 9 is an inlet chamber connected with a source of supply through the pipe 7; and that the train pipe chamber is an outlet chamber connected to the controlling chamber through the passage 40. The train pipe 7 may lead the reduced pressure to any desired place and for any purpose. I desire it also understood that while I have shown and described the movable abutments 4 and 19 as diaphragms they may be in any desired or suitable form and construction.

I am, therefore, not to be limited in the use of the valve or in the details of construction thereof. 4

The valve closing diaphragm is of larger diameter than the inlet valve so that the said two parts have differential pressure areas. By this means the pressure from the source of supply may be utilized to close the inletvalve against the supply pressure because of the larger area of the diaphragm 4 What I claim is:

A fluid feeding valve comprising a casing upper surface of the inlet valve to force said Valve to itsseat, a-controlling chamber in communication with the outlet chamber, a controlling abutment in said controlling chamber, a double pilot valve controlling two ports and formed with an upwardly extending stem rigidly connected to the controllingabutment, said valve vibrating between two seats whereby said pilot valve will be positively moved from one "seat to another by said abutment, said seats serving as positive 'stops for the controlling diaphragm, said pilot valve controlling communicatlon between the inlet chamber and the valve closing chamber and between the valve closing chamber and the controlling chamber, and a variable pressure device bearing on the controlling abutment.

' In testimony whereof I hereunto afiix my signature.

4 SPENCER G. NEAL. 

